Transmission



Nov. 9,` 1931. P. w. NEFF 1 2,098,691

TRANSMISSION Filed Jan. 19, 1934 2 sheets-sheet 1 ATTORNEY ,Nov.v9,` 1937. P. w. NEFF 2,098,691

l TRANSMISSION Y 'Filed Jan. 19, 1934 2 sheets-sheet 2 x 'llIIll/A Mlaga mvENToR ATTORNEY,

Patented YNov. 9, 1931 UNiTEosTATEs PATEN'I OFFICE- rnANsmssloN rauw. Nen, cincinnati, ohio .Anuman .Imm '19, .1934, serial No. 107.346- 1s claims. (Cl. 19e-.01)

This invention relates to transmissions and is particularly directed to a speed change transmission arrangement and improved control therefor.

The mechanism for automatically operating the clutch and changing speeds isof that type described and claimed in the patent toPaul Neff, No. 1,687,139, issued October 9, 1928. y

It is highly desirable 'that the transmission be l0 'free of inertia as much as possible, eliminating the necessity for braking or slowing down the drive shaft for speed changing purposes as whenthis drive shaft is under the inuence of the inertia of the countershaft. For this reason -it is an object of this invention to providean improved arrangement of the drive shaft and propeller shaft relative to the countershaft, Ywhereby the iner'tia of the countershaft is not effective on the drive shaft but'is eiiective on the proo peller shaft where it is definitely controlled and counteracted by the weight of the car or the load to which the propeller .shaft is connected.

In connection'with the above, it is important that the driveshaft and those clutch and gear coupling parts connected thereto be kept in mo. This is l tion at the speed of the propeller shaft. true because the gear coupling means carried by the drive shaft must be in motion so as to readily engage with those gears which are under the .iniiuence of back rotation. It is also true, as is well understood, for the reason that the main clutch parts carried by the rotating drive shaft connect more readilyl to the clutch parts on the engine or power shaft when they are in movement. Accordingly, it is a further object of this invention to provide an overrunning clutch between the drive shaft andthe propeller shaft which couples the drive shaft to the propeller shaft when the propeller shaft reaches a rate of 40 rotation greater than that of the drive shaft,

this clutch being ineffective when transmission of power is taking place from the motor.

It is a further object of this invention to provide a gear coupling mechanism which is simpler and more compact than that disclosed in the above mentioned patent, and to incorporate features of improvement in this mechanism 'which render it more positive in operation and less apt to cause trouble.

control mechanisms readily actuated by the operator with the minimum of operations required,

55 accelerator and a speed selector dial,

Itis a further object to provide highly emcient! It is a still further object to provide for auxiliary control ofthe clutch and gear shifting mechanism by means of a combination brake lever and clutch and gear disconnecting lever.

Other objects and further advantages will be 5 more fully apparent from a description of the l accompanying drawings, in which:

Figure 1 isa horizontal sectional view through a transmission incorporating the present im. provements. 10

Figure 2 is a sidefelevation of the transmission of Figure 1, a portion thereof being broken away for illustration of certain internal parts.

Figure 3 is a sectional view taken on line 3 3, Figure 1, detailing the overrunning clutch.

Figure 4 is a fragmentary enlarged sectional view taken on line 4 4, Figure Ldetailing the gearselector mechanism and the power shifting device.

Figure 5 is a sectional view taken on line 5 5, Figure 4, further detailing the selector mechanism. Y

Figure 6 is a sectional view takenon line 6 6, Figure 5, illustrating the detent devices for the selector mechanism.. 25

Figure 'Z-,is a' sectional view taken on line 1-'|,. Figure 5, illustrating the arrangement of the selector ngers.

Figure 8 is a sectional view taken `on line 8 8, Figure 5, illustrating the lock -on the selector shaft for preventing rotation thereof when the gears are engaged. e

Figure 9 is a general view showing a portion of a motor car and illustrating the complete control system oi the improved gear shifting transmission of this invention.

For the purpose of adaptation and illustration, the invention has been shown incorporated in the speed change gear transmission of an automobile. lZi'his transmission is mounted in a transmission case which extends back from the motor of the automobile and includes a ily wheel or clutch compartment and gear compartment.

It is to be understood that anyl type'of clutch mechanism can be operated by means ofthe apparatus of the present improvement in conjunction with the gear shifting mechanism. The clutch illustrated has aY member slidable inwardly for disengagementof the Yclutch members for disconnecting the 1 motor from the transmission. 'I'he clutch mechanism may be contained within the fly Wheel of the motor' car.

The gear box as illustrated contains the cusi tomary arrangement of gears providing for three forward speeds and a reverse. The gearing shown is of the constant mesh type, there being four sets of constantly meshing gears for accomplishing the forward and reverse speeds above mentioned.

The operation of the shifting mechanism by power is accomplished by means of a vacuum operated clutch actuating and gear shifting device which operates the clutch and shifts the selected gears in proper sequence.

Referring specifically to the drawings, 4the transmission casing is indicated at i5. 'Ihe transmission casing incorporates an intermediate wall I6 creating a clutch compartment I1 and a gear compartment i8. A main drive shaft i9 extends to the rear from fly wheel and clutch assembly 20 and is located longitudinally of and approximately centrally of the transmission case. One gear of each set of constantly meshing gears, namely gears 2| 22, 23 and 24, are loosely mounted on the drive shaft i9. The other gears of the sets, `namely gears 25, 28, 21 and 28 are fixed on a countershaft 29. In the case of the reverse speed set, namely 22 and 26, a reversing gear 3U is interposed between the gears 22 and 26. Gear 24 is formed as a part of a propeller shaft i4 and is active in the drive for all speeds andreverse. In the case of high speed, the connection from the drive shaft is direct to gear 24 without passing through the countershaft. The construction for reverse is well understood and for that reason is not fully illustrated herein.

As shown, the gears 2|, 22, 23 and 24 range from small at the forward end to large at the rear end. Gears 2|, 22 and 23 are loosely rotatively mounted on the drive shaft i9. The large gear 24 at the rear end is journalled in ball bearings 3|, 3|, which support the forward end of the propeller shaft in the casing wall. The forward end of the drive shaft is supported in a ball bearing 32 and is maintained against longitudinal displacement by means of a nut 33, screwed on a counterturned portion of the.shaft engaging the inner race of the ball bearing, and a thrust washer 34 lying against a shoulder 35 of the shaft.

The rear end-of the drive shaft is journalled in roller bearings 36 in an axial bore at the forward end of the propeller shaft. 'I'he gears on the axis of the main drive shaft are adapted to be coupled to the drive shaft by means of clutch'or coupling mechanisms. The gears 2|, 22, 23 and 24, as considered in their longitudinal arrangement, are controlled and arranged in pairs, namely, a forward pair and a rear pair, with a clutch mechanism interposed between the gear elements of each pair. The gears 2|, 22 and 23 are fixed in position against longitudinal displacement by means of lock washers 31 engaged in annular grooves inthe shaft. 'I'he gear 2| is held against washer 34, and gears 22 and 23 are held together against a spacer sleeve 39.

The clutch or coupling mechanism consists in each instance of a clutch block or collar 40 having splined connection withthe drive shaft i9 between gears and having teeth around its outer periphery, and a longitudinally shiftable toothed clutch element 4| engaged upon the teeth of the first element shiftable thereon to either side for engagement with adjacent teeth 42 formed on the hubs ofthe respective gears.

It will be observed that, with propeller shaft i4 stationary, when both of the clutch elements 4| are in neutral position or centered Qn the clutch blocks or collars 4|), the drive shaft clutch collars and shift-able clutch elements rotate as a unit and the four gears are stationary. When the forward clutch element is shifted onto the smallest gear, namely 2|, on the main drive shaft, low speed ensues, the drive taking place through the gear 2| on the drive shaft axis, the large gear 25 of the countershaft, through the countershaft, and from the small gear 28 there of to the large gear 24 on the axis ofY the drive shaft, this gear being in constant and direct connection with the rear axle of the motor car through the propeller shaft i4.

This forwardly disposed clutch or coupling element shifted in the opposite direction results in reverse, through the gear 22 on the axis of the main drive shaft, reverse gear 30, gear 26 on the countershaft, and thence to the rear axle as described. The other clutch element or rearmost clutch element when shifted forwardly results is connected directly to the geary 24 and high speed results.

It will be noted that the countershaft is con-,

stantly in connection with the propeller shaft through constantly meshing gears 24 and 28, and accordingly the inertia of the countershaft is controlled by the propeller shaft rather than the drive shaft and clutch.

An overrunning clutch 44 is interposed between the drive shaft and the gear 24 of the propeller shaft. This overrunning clutch (see Figure 3) consists of a circular element 45 splined on the drive shaft and having cross grooves in its outer periphery providing inclined surfaces 46, a roller 41 in each cross groove and the circular element I45 fitting closely within a bore in the end of the gear 24.

When the car is in forward speeds the driving shaft moving the element 45 of the overrunning clutch will not cause a driving engagement. When the propeller shaft speed becomes greater than the drive shaft speed, the overrunning clutch is effective for coupling the propeller shaft and drive shaft through the medium of the rollers riding up the inclined surfaces and engaging the internal bore of the driven gear. This is necessary, otherwise when the clutch and gears are uncoupled, while the car is rolling, the drive shaft is free to stop rotating. In other words, since the gears 25, 26, 21 and 28 on the countershaft, and gears 2|, 22, 23 and 24 on the axis of the drive shaft would be rotating at a high rate of speed or car speed, the` slow moving or stationary gear coupling elements 4|, 4|, would have to be shifted` into the fast moving gears 2|, 22, 23 and 24 previous to engagement of the clutch. The overrunning clutch placed between the propeller shaft and the drive shaft overcomes this difficulty since the propeller shaft drives the drive shaft through the overrunning clutch, causing the propeller shaft and drive shaft to be driven at' the same speed when the car is rolling, with the clutch and gear coupling elements disengaged. The overrunning clutch still permits the drive shaft to overrun the propeller shaft for effectuating lower speeds and the reverse.

Following the transmission. of power, it will be noted that when low gear is selected the power proceeds from the drive shaft through gears 2|, 25, 28 and 24. Although the drive shaft is rotating the inner part of the'overrunning clutch this is of no effect since the overrunning clutch is car to be in motion and a shift being made, the

gear coupling element is disconnected and accordinglydiiferent rates of speed might be taken by the propeller shaft and the drive shaft respectively if it were not for the fact that the overrunning clutch is then effective for compelling back rotation from the propeller shaft to the drive shaft. In the case of reverse, the drive shaft imparts a reverse rotation to the propeller shaft. Both of these directions of rotation act to keep the overrunning clutch out of coupling position.

' 'I'he clutches of the gear transmission are actuated by a clutch and gear shifting apparatusof the following description. A vacuum or suction' device Il in the form of a cylinder 5| and piston 52 is' secured on the side of the'transmission casing. A suction line .53 extends between the intake manifold 54 of the motor and one end of the cylinder. This suction operated piston has its rod l! connected to an arm v56 of a cam shaft 51 by means oi.' a flexible link 58. The cam shaft is journalled horizontally in the side of the transmission casing. A coil compression spring 59 is included inthe cylinder.. This spring normally maintains the piston away from the Csuction end of the cylinder and permits the gear-changing outward movement of the piston under spring pressure as will be described hereinafter.

'I'he selector mechanism is supported within the casing at one side thereof. The cam shaft car ries two cams 60, 6i, the iirst of which operates the selector mechanism for moving it Jto gear se'-` lecting position and the second of which disconnects .thedrive at the clutch. The latter cam 6| engages a roller 62 on the end of an arm S3 xed to a stub shaft El iournalled in the wall ofthe casing. ,Another arm 65 is iixedto the external end of the stub shaft 64 and is connected to an arm 68 by means of a link 91. The latter arm 661s fixed on a stub shaft 68 dis-v posed adjacent the clutch. A clutch shifting yoke element 89 is i'lxed to the latter shaft and yis in engagement with the clutch sh'fting element 10 about the driving shaft axis. The first mentioned cam 60 is active against the end of a selector rod 1| translatably mounted in support lugs 12 on the inner wall of the vcasing. The selector rod 1l is also rotativelymount- The rod portion 15,A which slidably supports` .the selector rod at the rear or contacted end of the rod. consists of a pair of telescopically engaged sleeves 1,6, 11, the outer 16 of which includes an internal lip 18 at its forward. end overhangin'g theouter race of the bearing, and an internal lip 19 at its rear end ,peened about the Arounded closed contact end of the other sleeve or thimble 11, the latter sleeve or thimble having its forward end engaging the outer race of the bearing.

The cam contacts the rounded rear end of the inner sleeve or thimble for the purpose of translating the selector rod. The forward rod section also consistsof a pair of sleeves 1B, 11engaging Ythe bearing in the same manner as that previous` ly described In addition, however, a stud is engaged in the inner sleeve and is supported in one lug 12 of the casing. A coil spring 8| under compression is disposed about the stud between the lug 12 and a thrust washer 82 lying against the bearing sustaining elements 16, 11, described. The selector rod 1I includes elongated teeth 94 at its forward end, which teeth are engaged by a gear segment '85 ilxed to a shaft 86 journalled in the casing and having anarm 81 at its outer -shifting rods 90 are translatively mounted in spaced supporting walls 9| of the casing in parallelism with the selector rod 1I.. There are four of these shifting rods, two at each side of the selector rod. The rods of each pair of rods at each side of the selector rod are mounted, one above the other. A gear shifting yokev 92 is fixed on each of those rods disposedon the side toward the gear train. An auxiliary shifting block 93 is fixed on each of the, other rods.

The gear shifting yokes 92 are engaged with annular grooves 94 in the gear coupling members 4I previously described in the conventional manner. Horizontally disposed shifting levers 95 are fulcrumed on pivot pins 95 in the casing. There are two of these pivoted shifting levers, one above and one below the rods. Each of these` levers has its ends connected toa gear shifting yoke 92 and an auxiliary` shifting block 93 respectively (see Figure 7). The connections to the yokes or blocks consist in each instancel of a slldeblock 96 rotatively mounted on a vertical pin 91 fixed in the yoke or auxiliary shifting block. 'I'hese guide blocks are engaged in slots 99 or bifurcated ends of the levers.

'I'he selector rod 1i includes a radially extended `pin 99 disposed adjacent the shifting yokes and blocks. This pin is positioned on the rod so that when the selector rod is moved forward to gear selecting position, it is disposed adjacent the shifter yokes and auxiliary blocks at their neutral or intermediate positions.

Each shifter yoke and auxiliary block includes a bifurcated portion |00 projected towards the selector rod, whereby the pin can be rotated into registry with any one of the bifurcations. Now it will be apparent that when the pin is engaged with a yoke and the selector rod ls retracted under the force of the spring 8i, the shifter yoke ils moved longitudinally through a direct connection and the gear coupling element 4I is moved into its gear connecting position. On the other hand,

if the pin is engaged with the bifurcation of an auxiliary block,` the .result is to move the shifting yoke in an opposite direction through the fulcrumed shifting lever 95.

The bifurcated ends of the shifting lever 4in slidable `connection with the slide blocks 96 comprise flexible connections compensating for the "conjoint Swinging and lineal movements of the lever and the yoke element or auxiliary blocks respectively. Therefore, it will be apparent that either shifting yoke can be moved to one of two spacing around the circumference of the rod.

A detent IM is provided for holding the rods in any one of their three positions. For this purpose there are three notches |03 in each shifter rod adapted for registry with the detent pin carried in the supporting wall of the casing.

A mechanical interlock has also been provided for preventing coupling of gears simultaneously. Through this arrangement only one auxiliary block or shifter yoke can he shifting from neutral at a time. In other words, all must be in neutral before that one can be shifted. For this purpose a ball |04 is located at the bottom of a drilled hole |05 in one of the walls, the ball in this position being between a pair of the rods. The ball is of a diameter slightly greater than the distance between the rods. The adjacent face of each rod is notched as at |06 adjacent the ball. These notches are directly adjacent when both rods are in neutral. The diameter of the ball is equal to or slightly less for clearance than the distance between the rods plus the depth of onegroove. Accordingly, when one rod is shifted the ball is engaged in the notch of the other rod and no motion of the latter rod can take place. When both grooves are in registry with the ball, movement of either can take place. Therefore, the mechanical interlock is effective between the upper and lower shifting levers.

It is also provided that the selector rod 1| cannot be rotated when gears are coupled. For this purpose (see Figure 8) a radial fin |01 is provided in the rod. This fin, when the rod is retracted carrying a particular gear coupling element into effective position, engages in a particular radial groove |08 in the Abore of a plate |09 fixed to the casing through which the rod passes. There are flve grooves, one for each shift- .ing position and a neutral.

Referring to Figure 9, the improved transmission with its control mechanism is shown incorporated in an automobile. The suction line 5I for the vacuum device operating the clutch and gear shifting apparatus extends to the intake manifold 54 of the motor. A valve H5 is incorporated in this suction line 53. This valve is actuated by means of the accelerator IIC. The valve incorporates a body I|1 and a slidev valve element lll. The slide valve element ||8 includes a diametrlc passageway ||3 and a longitudinal groove |20 apart from the passageway H9.

One end of this valve element ||8 is connected to a fulcrumed lever 2| by means of a link |22, this fulcrumed lever being part of the throttle mechanism for the motor. The accelerator is pivoted at its lower end in the usual manner and engages a pin |23 extended through the floor board |24 and flexibly connected to the same end of the lever |2| as the link |22. A spring |25 under tension between a bracket |26 fixed on the motor and the other end of the lever |2| maintains this lever in position when the motor is idling.

An arm |21 is pivoted on the fulcrum of the lever |2| and is connected to the arm |28, controlling the gasoline feed of the carburetor, by means of a link |29, a spring |30 urging the arm |21 toward 'closing position of the carburetor valve in the conventional manner. A contact screw |3| is adjustably mounted in the end of the fulcrumed lever for contact with the arm |21. The view shows the valve, controlling the clutch controlling and gear shift device, in open position with the opening H9 connecting the respective sections of the conduit 53. In this position the accelerator is fully released and the motor is idling with the suction of the intake effective for maintaining the clutch actuating and gear shifting device in disengaged position for setting of the selector rod in a particular shift position.

Depression of the accelerator in its first phase does not efiectthe speed of the motor, that is, does not change the relation of the gasoline coni trol because of the fa'ct that a clearance is provided between the contact screw |3| and the arm |21, this clearance being suilicient for permitting registration of the exhaust groove |20 with the suction line. The moment the vacuum is relieved, the spring 59 of the suction device acts to operate the clutch control and gear control mechanism, whereby the clutch is engaged and the control cam moves clear of the selector rod, whereby the spring 8| can act to move a particular gear coupling element into gear coupling position. The dot and dash positions for the accelerator and the fulcrumed lever |2| show the positions at which these elements start to be effective for speeding up the motor.

The selector rod 13, as has been stated, is rotated for selective engagement of the pin 89 thereof with a particular element for moving the gear coupling parts. This rotation is imparted to the selector rod through a rod |32 exibly connected to the end of the arm 81 and having its upper end connected to another arm |33, which arm is fixed to the lower end of a rotatable control shaft |34 extending either through or alongside of the steering post |35. The speed controlling finger 88 is fixed on the upper end of the shaft |34.

As shown in this general view, it has been provided that the hand brake lever indicated at |36 is effective for disengaging the clutch and returning the gear coupling elements to neutral. This is done by means of a cam portion |31 o`n the brake engaging a roller |38 mounted on the end of an arm |39 which is pivoted on the floor board |40. The outer end of this arm is connected to an arm |4| fixed on the cam shaft 51, the connection being in the form of a link |42.

Accordingly, following the operation of this mechanism, it will be noted that as soon as the motor is started, the clutch is automatically thrown out and the gear shifting mechanism set up. The operator moves the selector finger 88 to the desired position, such as low, intermediate, high, or reverse, and depresses the accelerator. 'I'he accelerator takes care of the normal function of the clutch pedal and automatically causes the .clutch to be thrown in and permits the gears selected to be connected to the motor for putting the car in motion. Upon further depression of the accelerator the motor is speeded up in the usual manner and the car is in motion. When change to another speed is desired, full release of the accelerator slows down the motor, throws out the clutch and sets up the gear shifting mechanism uncoupling the car from the particular gear in which it has been driven. The procedure then described heretofore is again followed.

Assuming the accelerator pedal is released entirely for the purpose of a long coast, the overrunning clutch between the propeller shaft and drive shaft keeps these two elements synchronized so thata shift back into high gear is efifectedv without clashing when the accelerator pedal is again depressed.

The normal vacuum created by the engine is used for moving the shifting mechanism to position for gear selection. Each time the accelerator is fully released there is complete disconnection of drive or power, both at the clutch and at the gears. Therefore long coasts can be made with the mechanism -in what is known as freewheeling position. The overrunnin'g clutch between the propeller shaft and drive or power shaftV is highly important since it keeps these shafts running at the same speed and there is no clash when lthe high gears are re-engaged. Particularly is this true with the car coasting at high speed where the drive or power` shaft and propeller shaft are directly coupled. vThis is .an l

important feature in connection with'the feature of constant connection between the countershaft and propeller' shaft, providing propeller or traction control for the inertia of the countershaft and gears as heretofore described.

Having described my invention, Iclaim:

1. In a transmission, a propeller shaft, a clutch controlled drive shaft having its outer'end axially engaged in the propeller shaft, a series/ of spaced gears loosely mounted on said drive shaft, a countershaft, a series of gears fixed on the countershaft, each thereof lin constant mesh with a par-` ticular one of the rst series, a slidable clutch means on the drive shaft for individually and se-.

lectively coupling the gears of the first series to the drive shaft, constantly meshing gears fixed on the countershaft and propeller shaft respectively, and an overrunning clutch between said propeller shaft and drive shaft for causing rotation of the drive shaft with the propeller shaft when thel drive shaft tends to rotate or is being driven at va lower speed than the propeller shaft.

2. In a transmission including shiftable gear coupling elements; translatably mounted shifter yokes, connected to said gearV coupling elements, translatably mounted auxiliary shifting elements, fulcrumed levers, each connectingl a particular shifter yoke to a particular auxiliary shifting element, a translatable selector rod, said yokes and auxiliary elements each including a coupling portion, said portions projected toward said selector rod, means for translating said rod, means for rotating said rod to connection with any one of said coupling portions, and means for retracting said selector rod, whereby said yokes or auxiliary elements shift the gear coupling elements.

3. In a transmission including shiftable gear coupling elements; a rotatable translatable selector rod, a power device for translating said lrod 4. In a transmission including shiftable gear-4 coupling elements; translatably mounted shifter yokes, connected to said gear coupling elements, translatably mounted auxiliary shifting elements, fulcrumed levers, each connecting al particular shifter yoke to a particular auxiliary shifting element, a selector rod including a radially disposed pin, said yokes and auxiliary elements each including a coupling portion-extended into the path of notation of. said pin when said pin is'in selecting position, means for movingsaid pin to selecting position, means for lrotating said pin to connection with any one of said coupling portions, and means for retracting said selector rod, whereby said yokes shift the gear coupling elements directly or said auxiliary shifting elements shift the gear coupling elements through the levers. l

5. In a transmission, a, drive shaft, a propellershaft, a gear on the propeller shaft, a'traln of gears between the drive shaft and the gearl on the propeller shaft, coupling means for selectively connecting the` gears of the transmission to the drive shaft for varyingspeed, and an overrunning clutchinterposed directly between lthe driveshaft and the propeller shaft for automatically connecting the drive shaft and propeller shaft, when the propeller shaft tends to overrun the drive shaft.

6.v A gear transmission for an automobile including aclutch controlled power shaft, a clutch therefor, gear coupling mechanisrma power actuated device for setting up said gear shifting mechanism in position for a selective gear couplingA engagement, a clutch shifting lever operated by said power actuated device in advance of the gear setting up movement, a control lever for obtaining said selective gear coupling engagement, means for retracting said gear coupling mechanism and coupling the selected gear, a brake tween said brake lever and said power actuated device, through which said brake lever is opera- -tive for moving the power actuated device forv throwing out the clutch and uncoupling the gears when in braking positiom t 7. A gear changing mechanism for an automobile, comprising, a train of gears, a power shaft for said train of gears, a clutch controlling the power to said power shaft, a fluid motor, a gear coupling device, a clutch throw-out member, a control member connected to said motor for actuating said clutch throw-out member and shifting device in a timed order, and a brake lever trolled power shaft, a clutch therefor, a clutch throw-out lever, a propeller shaft, a train of gears between the power shaft and the propellershaft, said gears adaptedto be selectively coupled to the power shaft, an overrunning clutch.

between the power shaft and the propeller shaft, gear coupling mechanism, a power actuated device for setting up said gear coupling mechanism in position for a selective gear coupling, and for operating said clutch throw-out lever in advance ofthe gear setting-up movement, a control lever for obtaining said selective gear shifting engage- -ment,` and means for retracting said shifting mechanism and shifting said selected gear.

9. In a transmission, a clutch controlled power lever for said automobile, and a connection beshaft, a clutch therefor, a propellerv shaft, a train of gears between the power shaft and the propeller shaft, an overrunning clutch-disposed betweenl the power shaft and the propeller shaft, a

fluid motor, a gear coupling device effective for controlling the 'train of gears for appropriate gear shifts, a clutch throw-outelernent, and a control device connected to said motor for actuating said clutch throw-ontelement and coupling device in timedorder.

. one of which gears is fixed on the countershaft and the other of which gears is loosely mounted on the power shaft, sliding toothed clutch couplers for the gear on the power shaft. said couplers splined on the power shaft, each gear including a toothed hubcoopera'ting with its particular toothed clutch coupler, and a coupler for connecting the power shaft directly to the pro--vv peller shaft.'

11. In a transmission? a clutch controlled power shaft, a clutch therefor, a propeller shaft, a countershaft, said propeller shaft and said countershaft in constantly coupled driving connection, speed changing transmission devices having component parts mounted on the power shaft and the countershaft respectively and each including a coupler, a coupler for connecting the power shaft directly to the propeller'shaft, and an overrunning clutch between the power shaft and the propeller shaft effective .for coupling when the power shaft is being driven or is rotating at a lowerspeed than the propeller shaft,

whereby the inertia of the countershaft is not Y eii'ective on the power shaft but is effective on the propeller shaft, and the power shaft will be rotated at the speed of the propeller shaft when the power is on.

12. A speed changing mechanism, comprising, l a power source, a clutch controlled power shaft, a clutch therefor, a propeller shaft. a speed changing device between said shafts, a clutch throw-out member, an air operated device, a control member for actuating said clutch throw-out member and speed changing device in' timed order, a connection between said air operated device and said control member, a speed control lever for said power source,.a control valve for said air operated device, and a connection between said speed control lever and said valve for automatically controlling the power operation of the clutch and speed changing device.

13. A speed change transmission, including, a clutch controlled power shaft, a clutch therefor, a clutch throw-out lever, speed change gears driven by said power shaft. means for shifting said gears, a power operated device adapted to move said clutch throw-out lever and said gear shifting means in the named sequence, said gear shifting means adapted to be set up for la selected gear shift, a control lever for gear selection, means for retracting said gear shifting means for shifting said gear, an engine for driving said power shaft, a speed control lever for said engine, a power actuator having a common connection to said clutch throw-out lever and said gear shifting means, and a connection between said engine speed control lever and said common actuator means.

PAUL W. NEFF. 

